Internal-combustion engine



Dec. 28 1926.

J. W. JEPSON- INTERNAL COMBUSTION ENGINE Filed March l7 1922 [N V EN TOR A TTORNE YJ Patented Dec. 28, 1926.

UNITED. STATESPATENT OFFICE.

2 JOHN W. J'EPSON, OF ELIZABETH, NEW JERSEY.

INTERNAL-COMBUSTION ENGINE.

Application filed 1mm 17, 1922. Serial No. 544,439.

pro er ratio of air to fuel under variable con itions and obtain greater econom% generally. Further and more specific o jects, features and advantages will more clearly appear from the detail description given below taken in connection with the accompanying drawings which form a part of this specification.

In the drawings, Fig. 1 is a plan view of certain internal combustion engine parts embodyin the improvements in one form and showlng a part of the exhaust pipe in section. Fig. 2 1s a vertical section throu h carburetor parts in vertical section but in a" plane at an angle to the plane of the section of the exhaust pipe. Fig, 3 is a section taken on the line 33 of Fig. 2, I

Referring to the drawings, 1, 2, and 3 represent arts of engines linder blocks of a six-cy inder internal com ustion engine adapted to use gasoline or similar volatile fuel, Each part 1, 2 and 3 is provided with intake openings 4, 5, and 6, 7, and S, 9, leading to the respective engine cylinders and through which the mixed vaporized fuel and air are conducted to the engine cylinders in a manner well understood-by those skilled in the art. Rigidly connected to the parts 1, 2 and 3 is an air intake manifold 10. The air intake manifold 19 com prises a pipe in the form of a closed loop J having outlet passages at 11, 12 and 13 on the .top side of said loop and connecting with the passages 4, 5, and 6, 7, and 8, 9, respectively. The other andlower side of the loop is provided with an air intake at 14 having therein a butterfly valve 15 for 5 regulating the amount of ,air introduced into the air intake manifold 10, in a manner to be more particularly described hereinafter. 16, represents a carburetor of any well such exhaust pipe and also showing t eknown or suitable variety provided with a suitable float 1'1 controlling an inlet valve 18 for regulating the admission of gasoline or other fuel into the carburetor 16 through the inlet passage: 19. The" carburetor is rovided with a suitable nozzle 20 in the enturi tube 21 which contains above the nozzle 20 a suitable butterfly valve '22 adapted to be operated manually or otherwise in order to control the amount of fuel introduced.

, 23 represents a fuel intake manifold also constructed of a pipe in the form of a closed loop, the upper side of which is provided with pipe sections 24, 25 and 26 forming passages from the upper side of the fuel intake manifold 23 leading directly through the upper side of the air intake manifold 10 and into the passages 11, 12 and 13 respectively so'that fuel introduced through the fuel intake manifold 23 is conducted substantially to the engine cylinders before being mixed with the air which is introduced. through the air intake manifold 10. The fuel intake manifold 23 has the lower side of its loop connected with the carburetor venturi by means of pipe 27. 28

represents a part of the exhaust pipe of the engine, one end of which maybe connected to the engine exhaust in any suitable or well known manner and the other end of which may lead to the usual mufller for the exhaust gases, if desired. The entire fuel intake manifold loop 23 is contained within the exhaust pipe 28 so that the fuel introduced through the manifold 23 is heated by the exhaust gases passing through the exhaust pipe 28. 29 represents a small cylinder connected with the space in the venturi below the valve 22 and above the Vent-uri nozzle 20 by a small passageway 30. The cylinder 29 is provided with a piston 31 and a piston rod 32 sliding through a plate 33 fixed on the end of cylinder 29. The piston rod 32 has-its outer end pivoted to a link 34 at 35 and the link 34 is pivoted to an arm 36 at 37, which arm is rigidly connected to the valve 15, both being pivoted at '38. The piston rod 32 is provided with a disk 39 screw-threaded thereon and between the disk 39 and cap plate 33 is arranged a spiral spring 40 whereby the spring 40 tends to force the piston rod 32 with piston 31 to the left as viewed in Fig. 2 and operate the link andlever arm 34, 36 to move or maintain the valve 15 normally in position shown in Fig. 2 whereby the air intake is substantially closed. I

In operation when the engine is running, suction is produced in the respective mamfolds in a manner well understood by those skilled in the art whereupon the asoline or other fuel from the carburetor 1s more or less vaporized and atomized in the tube 21 and sucked up through the fuel intake manifold 23 and around the same and out through the members 24, 25 and 26 to the various cylinders as desired. Some air will be drawn in throu h the lower 0 en end of the Venturi tu e 21 along with this fuel as it is desirable that a certain amount of air be introduced with the fuel in order to secure proper vaporization or atomization of the fuel in the Venturi 21 and fuel intake manifold. The amount of fuel introduced is regulated as desired by the butterfly control valve 22. The more the butterfly control valve 22 is opened thereby increasing the suction ,upon the Venturi nozzle 20 and increasing the amount of fuel withdrawn therefrom, the greater will be the suction or exhaust through the passage 30 and on the piston 31 so that as the valve 22 is operated to increase the amount of fuel introduced into the fuel intake manifold, the piston 31 is moved to the right as viewed in F ig. 2 against the action of spring 40 thereby opening the valve 15 whereby the amount of air introduced into the air intake manifold through the air intake 14 is increased res onsive to the variations in the amount of uel atomized and used and the amount of air introduced into the cylinders with the vaporized fuel is varied in accordance with the amount of fuel introduced from the carburetor.

It will be understood that the greater proportion of the air to be introduced into the cylinders or the engine goes in through the-air intake 14 and air intake manifold 10 and only a small proportion goes in with the fuel through the tube 21. In this Way the bulk of the-air introducedreaches the cylinders relatively cool whereas the fuel introduced reaches the cylinders in a relatively hot condition having been heated on its way from the fuel vaporizer to the cylinders by the exhaust gases in exhaust pipe 28. The bulk of the air which is introduced is not so heated and is relatively cool and less rarified when it goes into the engine cylinders and hence a larger amount of air and oxygen may be introduced into the cylinders.

It will also be noted that the cross-sectional area of the fuel intake manifold 23 is very small as compared with the cross sectional area of the air intake manifold 10 whereby I not only may the greater portion of the air be readily and'easily introduced throu h the air intake manifold substantially to t e cylinders before being mixed'with the fuel, but the small cross sectional area of the fuel intake manifold 23 greatly increases dilute the oil therein. Also by having the fuel introduced in this heated and highly vaporized condition substantially independent of the air, a more powerful explosive charge is obtained.

It is well known that in the ordinary type of apparatus, when the accelerator valve is quickly opened wide in order to obtain rapid acceleration, the power of the en ine frequently suddenly decreases and in eed the engine may go dead or stall.,

This I believe is due to the fact that in the ordinary type of apparatus when the valve 22 is suddenly opened, the air being relatively light as compared with the fuel introduced, rushes through the usual manifold ahead of the fuel so that the mixture for a moment being introduced into the cylinders contains an excessive amount 'of air which may be so great as to form a nonexplosive mixture and so cause the engine to practically stop. In the arrangement above described this is prevented because when the valve 22 is suddenly opened wide in order to accelerate the engine, the desired increased amount of fuel is drawn from the carburetor through the fuel manifold and the valve '15. does not open simultaneously with the valve 22, but lags behind because it takes a short time for the increased suction produced in the Venturi 21 to have its effect on the piston 31 and compress the spring 40 and open the valve 15. Therefore, the increase in air introduced through the intake manifold lags behind the fuel introduced through the fuel manifold so that the increased amount of fuel reaches the cylinders substantially simultaneously with the increased amount of air thereby substantially maintaining a properly proportioned fuel charge.

By having the fuel manifold arranged in the form of a loop with passages leading from one side of the loop to the cylinders and a passage leading from the other side of the loop to the fuel vaporizer, then no times during the operation of the enginethe ling matter which cylinder or cylinders are actthe amount of fuel vaporized for varying ing to draw fuel from the manifold,thefu'el the amount of air admitted through the said drawn will ass partly around one end of air intake, said means comprising a'spring the'loop of tie fuel manifold 23 and part1 pressed piston operated by variations in around the other end thereof so that at a l pressure in the fuel vaporizer and controlthe operation of a valve in-the air infuel vaporized will be passing around and take. along all partslof the manifold loop where- 3. An internal combustion engine having 1 by if there is any tendency for the condena carburetor by means of which some air is sation or settling'out of fuel on the walls of mixed with the fuel to vaporize or atomize the manifold, such fuel will be'swept along the fuel, means for manually varying the andcarried to the cylinders in a substantial amount offuel so vaporized or atomized by 1y. vaporized condition. There are no parts the carburetor, means forconducting such of'the manifold loop which have so-called' fuel' to the engine cylinder or cylinders, a dead spaces at any time; that is. no spaces separate air intake. means for conducting the where momentarily the flow of gases is dismajor portion of the air to be burned with continued. The fuel is delivered uniformly said" fuel from said intake and substantially to all cylinders. Any other suitable means to the engine cylinder or cylinders before .may be provided for operating the air inbeing mixed with said fuel and means auto- -ta e valve 15 responsive to or in proportion. matically varying the amount of air admitto the amount of fuel being introduced from ,ted through the air intake responsive to conthe carburetor or'fuel vaporizer. By formditions in said carburetor.

ing the air intake manifold 10 inthe form 4. An internal combustion engine having of a similar loop, each cylinder pulls on the a carburetor by means of which some air is whole circuit around the loop, that is around mixed with the fuel to vaporize or atomize both ends so that the air from the intake the fuel, means for manually varying the 14 reaches one cylinder substantially as amount of fuel so vaporized or atomized by quickly as another. the carburetor, means for conducting such I By placing the fuel intake manifold where fuel to the engine cylinder or cylinders, 21 it is heated by the exhaust andso heating separate air intake, means for conducting the the greater portion of the fuel to Be finally ma'or portion of the air to be burned with mixed with the air, the fuel 'is brought said fuel from said intake and substantialquickly to the desired temperature while the ly to the engine cylinder or cylinders before most of the air introduced being not so h'eatbeing mixed with said fuel, means automated is-not rarified and these two, the heated ically varying the amount of air admitted vaporized fuel and the relatively cool air are through the 'air intake responsive to varianot mixed until they are about to enter the tions in the amount of fuel leaving the car engine cylinders whereby a greater amount bureto'r, and means whereby said .fuel is of energy is obtainedfrom each charge and heated on its way from the carburetor to the fuel more'economically used. the cylinderor cylinders by the engine exlVhile I have described by improvements haust. v in great detail and with respect to a pre 5. An internal combustion engine having ferred form thereof I do not desire to be a plurality of cylinders, an air intake, and limited to such details since many changes a manifold through which the air passes and modifications may be made and the imfrom the intake to the. cylinders, said maniprovements embodied in widely different fold being in the form of closed loop, with forms without departing from thespirit and passages from one side of the loop to the scope of the invention in its broader aspects. cylinders and a passage from the other side Indeed various features of my invention of the loop to the intake, a fuel carburetor may be used without using others. and a manifold receiving atomized fuel from Vhat I claim as'neu and desire tosecure said carburetor, said fuel manifold being in by Letters Patent is: the form of. a closed loop, with passages 1. An internal combustion engine having from the side of the loop to the cylinders a fuel vaporizer, means for conducting the and a passage from the other side of the fuel vaporized thereby to'the' engine cylinloop to the fuel carburetor. i ders. a separate air intake, and means for 6. An internal combustion engine having regulating the amount of air through said a plurality of cylinders. an air inake maniair intake responsive to variations in pre.: fold with passages lea-ding to said cylinders, sure in the vaporized fuel. a fuel carburetor and a manifold. receiving 2. An internal combustion engine having atomized fuel from said carburetor, said a fuel vaporizer. means conducting the fuel fuel manifold being in the form of a closed vaporized thereby to the engine cylinders, loop with passages from one side of the an air intake through which air may pass loop to the cylinders and a passage from to the cylinders without passing through the the other side of the loop to the fuel carbufuel vaporizer, and means dependent upon refor and means for heating the vaporized 'fuel from the engine exhaust without so heating the air from the air intake manifold.

7. An internal combustion engine having a plurality of cylinders, an air intake manifold with assages leading to said cylinders, a fuel car uretor and a manifold receiving atomized fuel from said carburetor, said fuel manifold being in the form of a closed loop, with passages'from one side'of the loop to the cylinders and a passage from the other side of the loop to the fuel carburetor and said loop lying in the engine exhaust whereby the vaporized fuel is heated thereby without so heating the air from the air intake manifold.

8. An internal combustion engine having a plurality of cylinders, an air intake manifold with passages leading to the cylinders, a fuel carburetor and a manifold receiving the atomized fuel from said carburetor, said fuel manifold being in the form of a closed loop with passages from one side of the loop to the cylinders and a passage from the other side of the loopto the fuel carburetor, said fuel intake manifold having a cross-section substantially less than that of the air intake manifold whereby the velocity of the ingoing atomized fuel is relatively increased.

9. An internal combustion engine having a fuel carburetor, means for conducting the fuel atomized thereby to the engine cylinders, a separate air intake through which the greater part of the air is conducted to the cylinders, and means for varying the amount of air admitted through the air in take responsive to variations in the amount of fuel leaving the carburetor 10. An internal combustion engine having a fuel carburetor, an air intake and means conducting vaporized fuel from the carburetor substantially to the engine cylinder before being mixed with the air from said intake and means for varying the amount of air admitted through the air intake responsive to variations in the amount of fuel vaporized by the carburetor.

11. An internal combustion engine having a fuel carburetor, an air intake, means conducting the vaporized fuel from the carburetor to the engine cylinder or cylinders, means whereby the said vaporized fuel is heated on its way to the engine cylinder or cylinders and means whereby air from said intake is conducted't-o said cylinder or cylinders without being so heated and means forvarying the amount of air admitted through the air intake responsive to the amount of vaporized fuel introduced from the fuel carburetor.

12. An internal combustion engine having a plurality of cylinders, a fuel carburetor and a fuel intake manifold, said fuelmanifold being in the form of a closed loop with passages from one side of the loop to the cylinders and a passage from the other the other side of the loop to the fuel carburetor and means for heating the atomized fuel from the carburetor by heat from the engine exhaust, and means for varying the amount of air admitted through theair vintake responsive to the amount of fuel atomized by the fuel carburetor.

it. An internal combustion engine having a fuel carburetor, means conducting the fuel atomized thereby to the engine cylinders, an air intake through which air may pass to the cylinders without passing through the fuel carburetor. and means dependent upon retor for varying the amount of air admitted through the said air intake.

15. An internal combustion engine having a fuel carburetor, means conducting the fuel mixed with some air thereby, to the engine cylinders, an air intake through which air may pass to the cylinders without passing through the carburetor, and means dependent upon the amount of fuel leaving the carburetor for varying the amount of air admitted through the said air intake but lagging behind in increasing the amount of air introduced as the amount of fuel vaporized is increased.

16. An internal combustion engine having a plurality of cylinders, an air intake manifold. a fuel vaporizer, a fuel intake manifold, said fuel intake manifold having a cross section substantially less than that of the air intake manifold whereby the velocity of the ingoing vaporized fuel is relatively increased, and means dependent upon the amount of fuel vaporized for varying the amount of air admitted through the said air intake but lagging behind in increasing the amount of air introduced as the amount of fuel vaporized is increased.

17 An internal c ombustion engine having a fuel vaporizer. means conducting the vaporized fuel therefrom to the engine cylinders. an air intake and means for conducting the major portion of the .air to be burned with said fuel from said intake and substantially to the engine cylinders before the amount of fuel atomized in the carbu- '5 a plurality of cylinders, a fuel vaporizer,

an air intake, and air intake manifold conducting air from the air intake to the cyl inders, a fuel vaporizer, and a fuel intake manifold for conducting vaporized fuel from the fuel vaporizer to the engine cylinders, said fuel intake manifold having ports leading into the air intake manifold adjacent the ports from the air intake manifold to the cylinders and the air intake manifold being relatively large in cross section as compared with the fuel intake manifold whereby most of the air is admitted through the air intake, and the fuel intake manifold being in the form of a closed loop heated by theengine exhaust, said fuel manifold ports being on one side of said loop and said loop having a passage on the opposite side leading to the fuel vaporizer.

19. The method of o erating-an internal combustion engine whio consistsin atomizing the fuel with some air and causing same to be drawn into the engine cylinders by the operation of the engine, admitting and.

admixing a relatively large amount of air with the atomized fuel just before it enters the cylinders and varying the amount of air so admitted and admixed responsive to variations in the amount of fuel being supplied to the cylinders.

20. The method of operating an internal combustion engine which consists in atomizing the fuel with some air and causing same to be drawn into the engine cylinders by the operation of the engine, heating the atomized fuel before it enters the cylinders, admitting and admixing. a relatively large amount of air with the atomized and heated fuel just before it enters the cylinders and varying the amount of air so admitted and admixed responsive to variations in the amount of fuel being supplied to the cylinders.

In testimony whereof I have signed my name to this specification.

JOHN W. J EPSON 

